Rotary engine.



No. 715.22I. Patented Dec. 2, |902.

E. C. WARREN.

RUTABY ENGINE.

(Applicaionfled Feb. 5, 1902! (No Modei.) 3 Sheets-Sheet I.

l -INvETo'm A d1un l varien- Ncmars crans co, Pumuumo, wasHmcmn. ma

No. 7|5,22|. Patenteu nec. 2 |902.

E. c. WARREN. ROTARY ENGINE.

(Appl ton ildb 5 1902) 3 Shee is-Sheet 3.

v (No ludei.)

fNVENToR= WITNESSES:

- within a cylindrical casing C;

UNITE STATES ATENT OFFICE.

EDWARD C. WARREN, OF PROVIDENCE, RHODE ISLAND, ASSIGNOR TO THE ROTARXT ENGINE COMPANY, A CORPORATION OF DELAWARE.

soi-AerV ENGINE.

SPECIFICATION formingipart of Letters Patent No. 715,221, dated December 2, 1902.

Application iile February 5, 1902. Serial No. 92,602. (No model.)

.To a/ZZ wht/ut t may concern:

Be it knownY that LEDWARD C. WARREN, a citizen of the United States, residing in the city and county of Providence and State ot' Rhode Island, have invented certain new and useful Improvenientskin Rotary Engines, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to an engine of the annular-expausion-chamber rotary-abutment type, and has for its'objectto improve the eiciency of such an engine.

In the accompanying drawings, Figure l is a vertical longitudinal central section through: an engine embodying my present'improve. ments.v Fig. 2 is a vertical cross-section.l Fig. 3 is a similar secthrough 2 2, Fig. 1. tion through 3 3, Fig. 1. l'

A is the main shaft of the engine. Made fast to the shaft is a rotary cylinder B. This cylinder is hollow, openpat both ends, and united to the shaft by a central web, which is preferably integral with the cylinder. The periphery of the rotary cylinderhas formed upon it terminal anges b b2 and an .intermediate ange b', placed much nearer to' flange b than liangebz. The space S between flanges b h' forms the annular high-pressure expansion-chamber of the engine, while the larger space T between anges b b2 forms the an#` nular low-pressure expansion-chamber. The

rotary cylinder, with its flanges, tits snugly This casing is formed with cylindrical enlargements c c c at three equidistant points around its periphery. large peripheral castings c', corresponding approximately in position to the low-pressure chamber, a smaller peripheral casting c2, similarly corresponding in position to the highpressure chamber, and the two end plates A A2, all bolted together by the bolts t t'. Within the front end plate A' is formed centrally vthelarge journaling-sleeve II.. This journaling-sleeve projects inwardly almost to the union between the rotary cylinder and the shaft, its inward extension being supported by triangular webs 7L h, bracing the sleeve to the inner wall of the end plaie. A similar formed in the center of the rear end plate A2 The casing is preferably made up ofV and also projects inwardly almost to the union between the rotary cylinder and the shaft. Within ,the journalingsleeve H is fitted a bushing h', and within the journaling-sleeve H? is fitted a bushing h2. These two bushings orin the main journals for the engineshaft A. Each of kthe cylindrical extensions c c c of the casing has mounted upon a common axis within it a large rotary abutment D and a small rotary abutment D'. The large abutment D is preferably made inthe form of a hollow cylinder with peripheral and end pieces. The Iengthand position of the abutment D correspond accurately to the low-pressure space T between flanges b and b2. The abutment-trnnnions are preferably ,formed integral with the end pieces of the abutment D. Of these the front trunnion is the shorter and is journaled in a bushing supported in the front wall d2 of this part of the casing. The

`made solid and which in length `and position corresponds accurately to the high-pressoir space S between flanges b and b.

Tothe rear end of the rotary cylinder B, alongside of the terminal ange b, is fastened a toothed ring E, and in the same plane with this ring there is made fast to the end of the rear truunion of the abutment (which for this `purpose projects through the abutment-plate d) a pinion e, which4 intermeshes with the toothed ring E.

The large peripheral casting c of the cylindrical casing C is a hollow shell, of which the exterior wall j" has a triangular shape. The space E within the walls of this casting has a large aperture Gby which it is in communication with the exhaust, and thus forms a large exhaust chamber. Likewise the smaller peripheral 'casting c2 is a hollow shell of similar cross-section. The space F2 within the walls of this casting (separated from space F' by the solid ends of the castings) is in free communication with steam or other liuid pres- ICC three equal compartments by three transl verse wing-pistons J J J, uniting,r flange b with flange b2.

The peripheries of the rotary abutments and the cylinder are in direct contact, and as the lengths of the abutments are respectively equal to the chambers S and T the contactlines form lixed barriers against the passage of pressure from the compartments of the chambers on one side to those on the other side. This contact is a direct metallic contact Without interposition of packing. In order to permit at the proper times the passage of the Wing-pistons by the abutments, the large abutments D are formed each with a longitudinal groove K, cut from end to end, the ratio of the gearing between the abutment-pinion and the toothed ring of the rotary cylinder being such as to cause this recess to accurately intermesh with one of the Wingpistons J at each rotation. Similarly the smaller abutments D are formed each with a longitudinal groove K', which intermeshes with one of the wing-pistonsj at each rotation. For insuring closeness and accuracy of this intermeshing with a minimum leakage of pressure the contacting surfaces of the wingpistons and of the grooves have both a convex curvature, the curves being calculated according to the rules of a true toothed gearing. To maintain the lines of contact between the abutments and the rotary cylinder,

Apressure-spaces s s are formed by slightly recessing the inner walls of the extensions c c c, which receive the abutments on the sides opposile to the lines of contact of both large and small abutments. Pressure from the high-pressure expansion-chamber is allowed to leak into the interior of the casing C at its rear end. Hence it finds its way through the journals of the abutment-trunnions (or, ifA desired, by lspecially designed passages) into these pressure-spaces, constantly forcing the abutments down on the cylinder. It will be noticed that the trunnions of abutment D are pierced axially by a passage which transmits this pressure from the rear to the front bearing, thus equalizing the pressure upon the ends of the trunnions. There is also a constant passage of pressure from the expansionchalnber. of the cylinder to these pressurespaces by transference by the grooves K K asthey rotate from one to the other. To equalize this contact, I prefer to provide a moving or slipping contact between these contiguous surfaces. This is attained by giving to the abutments a slightly-greater diameter than the circle formedby the pitchline of the pinions c. In this way without disturbance of the intermeshing thereis a constantslippage between the abutments and the rotating cylinder.

Pressure is constantly admitted from the pressure-chamber F2 into the compartments of the high-pressure expansion-chamber S by three ports Z l l, which, as seen in Fig. 2, are cut angularly, so as to open in immediate juxtaposition to each of the rotary abutments on the side away from which the rotation of the cylinder B takes place. From the highpressure expansion-chamber constant communication ishad with the compartments of the low-pressure expansion-chamber by three ports m, cut through the flange b', the trianguiar shape of which is shown in Fig. 2. Although the ports are shown as reaching to the periphery of the lange, it is not necessary that they should do so. They may instead of forming notches, as shown, be true apertures,.of which the outer edge is parallel to the periphery of the llanges. Each of these ports m is immediately in advance (considering the direction of rotation) of one of the wing-pistons j. The Wing-pistons j of the low-pressure expansion-chamber are situated relatively a short distance in advance of the wing-pistonsj of the high-pressure expansionchamber. Consequently each port fm, although it opens from the high-pressure expansion-chamber immediatelyin advance of one of the wing pistons of that chamber, enters the low-'pressure expansion-chamber immediately behind the wing-piston of that chamber. The low-pressure expansion-chamber T is in constant communication with the exhaustchamber F by three ports In n fn, which, as seen in Fig. 3, are cut so as to open in immediate juxtaposition to each of the rotary abutments on the side toward which rotation of cylinder B takes place.

The operation of the parts thus described is as follows: The three wing-pistonsjjj simultaneously clear the abutments, and high pressure is admitted between each Wing-plate and the abutment. The pressure in front of the abutment is free to exhaust through ports m into one of the larger low-pressure compartments, the ditference in pressure thus being exerted to eect rotation. At the same time in the low-pressure compartments each wing-piston J J J as it clears an abutment receives pressure through port m, exhausted only to the extent of the difference in size between the high and low pressure compartments. The pressure in advance of these wing-pistons is constantly free to exhaust through port-s n, and consequently the differ'- ence is exerted to elect rotation. There is no dead-center, because during the short interval required for the Wing-pistonsj of the high-pressure chamber to pass from the lines of contact with the abutment until they cross the ports l (which is the only interval during which the high-pressure chamber is dead) the TOO IIO

I, the pressure on both ends may be equalizedv front ends ofthe cylinder.

'ports in are admitting high pressure directly into each low-pressure compartment behind the wing-piston J.

I will now describe those parts of my invention which are designed to maintain closeness of lit between the casing C and the edges of the flanges b b' and b2 of the cylinder B. To this end the interior of the casing C is formed with a forwardly-reducing taper, as will be noticed by observing the upper edge of the casting c as it appears inV Fig. l. As the diameter of cylinder B is constant, this reduction is taken up by the successivelydiminished height of the flanges b b' b2 In like manner the bushing h' and the portion c,"

of the main shaft, which rests within it, are reduced bya taper at a corresponding angle. The portion 0,2 of the main shaft, which rests within the rear bushing h2, is of considerably smaller diameter than the portion irrimediately in front of it, to which the rotary cylinder B is attached. The shoulder thus formed is exposed to the pressure which constantly exists within the casing C by reason of the leakage which has been spoken of. There is thus exerted a constant thrust tending to force the main shaft A, and with it the cylinder B, forward into the casing. A further thrust in the same direction will be exerted by thek difference in pressure between the rear and Usually,however, this excess is not required, and in this case by piercing the central web, on which the rotary. cylinder is mounted.

just-able thrust-bearing, which will hereinafter be described, will permit. By carefully regulating this thrust-bearing the proper con-l tact between the flanges and wing-pistons ofL the cylinder and the interior of the casing To allow for this for-- Ward motion of the cylinder, it will be ob-` will be maintained.

served that spaces are provided at all points where it is necessary for; this motion to be. taken up, including the forward ends of they abutments and of the abutment-trunnions,4 which by reason of their engagement with` the flanges of therylinder must advance si-g multaneously with it, as in all engines the Wear upon the rotating parts occurs chiefly;

at the bottom, where the weight rests, entailing a slight downward movement of' the axis By a proper calculation this advance of the shaft, which has been provided for, will yield a resultant angle, and for the! highest eciency the angle of the taper of the parts which have been described should be made to correspond to the resultant angie. For the more perfect regulation of the advance of the shaft l have provided it at its rear end with an adjustable ibrust-bearing,l Behind thesmaller portion a2 of the main shaft a still smaller` which is shown in Fig. l.

rearward extension thereof, 0.3,passes th rough a stungabox in theend plate A2, of the cas-V This forward* movement takes place as rapidly as the ad-` ing into a bearing-box V, supportedon the outside of this end plate. Within this bearing-box the extension of y the shaft carries a flanged collar e. The sides of the bearingbox have vertical grooves fu' cut in them, in which a bearing-plate w rests. This plate is in the form of a partial annulus approximatinga horseshoe, slid down over the flanged collar o. A series of movable washers fr of similar shape, but smaller-in size, so as not to engage the grooves in', fill up the spaces on either side of Iw and the flanges of collar fn. As the shaft travels forward these washers n: are renewed, transposed in position, or changed in thickness, so as to properly bear the thru st of the shaft, and restrained in axial travel to .whatever extent is necessary to carry out the regulation of the-contact of the rotary cylinder with the casing, as has been explained.

claimp Y l.` In a compound rotary engine, the combination of the casing; a rotary cylinder within the casing, with an intermediate ange forming high and low pressure expansionchambers; wing-pistons oneither side of the intermediate flange; recessed rotary abutments revolving coincidently with the rotary cylinder; and ports formed in the inter mediate `ill-ange, whereby thev high and Ylow pressure expansion-chambers communicate with each othensubstantially as described.-

2. In a rotary engine, the combination of the casing; a rotary cylinder within the cas ing, withterminal and intermediate fianges forming two expansion-chambers; wing-pistons between the flanges; recessed rotary abutments revolving coincidently `with the rotary cylinder; and -ports formed in the intermediate flange, whereby the two expansion-chain bers communicate with each other, subst-antiallyas described. Y

3. In a compound rotary engine, the combination ofthe casing; a rotary cylinder within the casing with an intermediate flange forming high and low'pressure expansioncham bers; wing-pistons on either side of this flange, those of the low-pressure chamber be ing somewhat in advance of those of the high pressure chamber; recessed rotary abutments revolving coincidently with the .rotary cylinder; and ports formed in the flange between the high and low pressure ,expansien-cham` bers, said ports opening-into the high-pressure chamber immediately in advance of its wing-piston, and Ainto the low-pressure chamber immediately behind its wingpston,sub stantially as described. 1 Y

4. In a compound rotary engine, the combination ofthe casing; a rotary cylinder withinl the casing, with an inte-rmediateilange forming high and lowpressure expansionchambers; wing-pistons on either side oft-he ilange; recessed cylindrical abutments in contact with the periphery of the rotarycylinder and revolving.coincidentlyA therewith;

IOO

IIO

5. In a compound rotary engine, the com-v bination of the casing; a rotary cylinder Within the casing,with terminal and intermediate flanges forming high and. low pressure expansion-chambers; a plurality of Wing-pistons between the ianges forming high and low pressure chambers; a similar plurality of wing-pistons between the iianges forming the low-pressure chamber; the Wing-pistons of one chamber being somewhat in advance of those of the other; a plurality of rotary abutments revolving coincidently with the cylinder; said abutments having each a single groove intermeshing with each of the wingpistons of' the high-pressure chamber, and a single groove intermeshing with each of the wing-pistons of the low-pressure chamber, substantially as described.

6. In a rotary engine, the combination of the casing; a rotary cylinder within the casing carrying one or more wing-pistons; a rotary abutment in contact with the rotary cylinder and formed with a longitudinal recess; toothed gears fast to both cylinder and abutment whereby the wing-piston of the cylinder is caused to intermesh with the recess of the abutment, the pitch-line of these gears being in a different cylindrical plane from the contacting peripheries of the abutments and cylinders, whereby there is obtained a con- 'stant slippage along their line of contact, substantially as described.

7. In a rotary engine, a tapered cylindrical casing; a anged rotary cylinder with wingpistons fitting therein; recessed rotary abutments revolving coincidently therewith; and means whereby the wear between the cylinder and its casing is taken up by axial advancement of the cylinder within the casing toward its reduced end, substantially as described.

8. In a rotaryengine, the combination of a tapered cylindrical casing; a anged rotary cylinder with wing-pistons itting therein and mounted upon a shaft, a portion of which is tapered to correspond to the taper of the casing; and a tapered bushing in which the taper of' the shaft fits, substantially as described.

9. Ina rotary engine, the combination of a tapered cylindrical casing; a true cylinder mounted rotatably therein, with ianges and wing-pistons the edges of which are tapered to fit the casing; rotary abutments which are true cylinders mounted on axes parallel to the axis of' the central cylinder; and means whereby the wear upon the edges of the flanges and Wing-pistons is taken up by the axial advancement toward the reduced end of the casing of both the central cylinder and the rotary abutment, substantially as described.

l0. In a rotary engine, the combination of a tapered cylindrical casing; a flanged rotary cylinder with wing-pistons fitting therein and mounted upon a shaft having a shoulder formed thereon opposite to the reduced end of the tapered casing; and means for admitting pressure in the region of this shoulder, whereby the wear of the parts is taken np by axial advancement of the rotary cylinder toward the reduced end of the casing, substantially as described.

ll. In a rotary engine, the combination of' a tapered cylindrical casing; a anged rotary cylinder with wing-pistons fitting therein and mounted upon a shaft having a shoulder formed thereon opposite to the reduced end of the tapered casing; means for admitting pressure in the region oLthis shoulder, whereby the wear of the parts is taken up by axial advancement of the rotary cylinder toward the reduced end of the casing; and a thrust-bearing upon the extremity of the shaft consisting of a flanged collar mounted thereon, a fixed bearing-washer surrounding the collar, and movable washers fitting between the bearing-washer and the ianges of the collar, substantially as described.

l2. In arotary engine, the combination of' a cylindrical casing formed of end pieces and two hollow peripheral castings, the annular spaces of which respectively form high-pressure and exhaust chambers; a rotary cylinder having terminal and intermediate flanges situated respectively in the planes of the edges of these castings, whereby high and low pressure expansion-chambers are formed between the iianges; wing-pistons uniting the flanges; rotary abutments; and ports connecting the high-pressure and exhaust chambers respectively with the high and low pressure expansion-chambers, substantially as described.

13. In a rotary engine, the combination of a cylindrical casing; a flanged rotary cylinder mounted thereon; wing-pistons uniting the flanges of the cylinders; cylindrical rotary abutments mounted within the casing, the

peripheries of which are in contact with the periphery of the central cylinder; longitudinal recesses cutin the peripheries of the abutments; means whereby coincident rotation of the central cylinder and abutments is obtained, both of the contiguous surfaces of the recesses of' the abutments and sides of the wing-pistons being formed of a convex curvature after the fashion of intermeshing gearteeth, substantially as described.

14. In a rotary engine, the combination of a cylindrical casing; a central rotary cylinder With terminal and intermediate flanges forming high and low pressure expansion-chambers; wing-pistons subdividing each of the expansion-chambers into compartments; a plurality of rotary abutments situated around the central cylinder and with their peripheries in Contact therewith; means for maintaining coincident rotation of the central cylinder IOO and the rotary abutment; pressureports opening into the high-pressure expansionchamber immediately in advance of each abutment; and exhaust-ports opening into the low-pressure expansion-chamber immediately behind each of the abutments, substantially as described.

15. In a rotary engine, the combination of a cylindrical casing; a central rotary cylinder with terminal and intermediate flanges forming high and low pressure expansion-charnhers; Wingpistons subdividing each of the expansion-chambers into compartments; a plurality of rotaryabutments situated arou nd the central cylinder and with their peripheries in contact therewith; means for maintaining coincident rotation of the central cylinder and the rotary abutments; pressure-ports ripeninginto the high-pressure expansionchamber immediately in advance of each abutment; exhaust-ports opening into the low-pressure expansion-chamber immediately behind each of the abutments; and connecting-ports between the high and low pressure expansion-chambers formed in the interrnediate iiange of theeylinder, substantially as described. v

16. In a compound rotary engine, the combina-tion of a cylindrical casing; a central ilan ged rotary cylin der Within the casingr fitted with both terminal and intermediate iangcs forming high and low pressure expansionchambers; three eqnidistant wing-pistons between the Iianges in beth the high and low pressure chambers; three equidistant recessed abutments surrounding the rotary cylinder and rotating coincidently therewith, substantiaily as described.

ln Witness whereof I, the said EDWARD C. W'ARREN, have hereunto signed my name, in the presence of two subscribing Witnesses, this 30th day of January, A. D. 1902.

. EDWARD C. WARREN.

Witnesses: v

JAMES H. BELL, ELIZABETH C. MAHON. 

